Hopper car



1937- A. E. OSTRANDER ET AL HOPPER CAR Filed Aug. 1, 1955 8 Sheets-Sheet l ALLEN K05537- i AOOLPH ATTORNEY Dec. 7, 1937. A. E. OSTRANDER ET AL 2,101,448

HOPPER CAR Filed Aug. 1, 1935 8 Sheets-Sheet 2 LLEN .57 IVDEIE 5597-13421 4 BY AOOLPHMJJLEE.

ATTORNEY 1937- A. E. OSTRANDER ET AL ,448

HOPPER CAB Filed Aug. 1, 1935 '8 Sheets-Sheet 3 TEA/VDEE.

INVENTS ALLf/VE Os EosEerPI/lbx BY ADOLPHKISSLEE ATTORNEY oooooooo oo Na g Dec. 7, 1937.

A. E. OSTRANDER ET AL 2,101,448

HOPPER CAR Filed Aug. 1, 1935 8 Sheets-Sheet 4 luviujr RS EN fir raewwose Eoazer 416K Y MAP/{57963458.

ATTORNEY Dec. 7, 1937. A. E. OSTRANDER ET AL 2,101,448

HOPPER CAR Filed Aug. 1, 1955 8 Sheets-Sheet 5 mez- BY 204p ATTORNEY 1937- A. E. OSTRANDER ET AL 2,101,448

HOPPER CAR Filed Aug. 1, 1935 8 Sheets-Sheet 6 INVENTORS ALLfi/VZ. Ten/vase.

B oaser 0:4

flaomh' A6 LEB- M. a I M ATTORNEY 1937. A. E. OSTRANDER ET AL 2,101,448

HOPPER CAR Filed Aug. 1, 1935 8 Shee ts-Sheet 7 A/VDE e. A?

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B 3 r Y s mow mg? Ew 44 BYJPA Dec. 7, 1937.

A. E. OsTRANDER ET AL HOPPER CAR 1935 8 Sheets-Sheet 8 Filed Aug. 1

' INVENTORS ALLENEO OLPH ATTORNEY Patented Dec. 7, 1937 UNITED STATES PATENT OFFICE HOPPER CAR poration of New Jersey Application August 1, 1935, Serial No. 34,200

19 Claims.

This invention relates to new and useful improvements in railway cars in general and in particular to improvements in hopper cars.

One of the objects of the invention is the construction of a light weight car utilizing as few parts as is economically possible.

Another object of the invention is the construction of a car designed for rotary dumping in which the side stakes and inclined upper portion of the side walls are pressed from a single piece of plate metal.

Another object of the invention is the provision in a railway car of a new and improved bolster and manner of connecting it to the center sill.

Another object of the invention is the provision of a car which is completely self discharging due to the manner of connecting the hoppers to the center sill and side sills.

Another object of the invention is the provision in a railway car of a new and improved light weight center sill which may be easily fabricated of plate members.

A further object of the invention is the provision of a new and improved side sill for hopper cars.

A further object of the invention is the provision of a new and improved cast hopper door frame.

A still further object of the invention is the provision of an extremely strong and rigid cross ridge construction for hopper or like cars.

These and other objects of the invention will be apparent to one. skilled in the art from a study of the following description taken in conjunction with the accompanying drawings in which:

Figure 1 is a plan view, partly in section, of a hopper car constructed in accordance with the present invention;

Fig. 2 is a side view of. the car taken on line 2-2 of Fig. 1;

Fig. 3 is an enlarged sectional view of the central part of the car taken on line 3-3 of Fig. 1:

Fig. 4 is an enlarged side view of a hopper;

Fig. 5 is a sectional view of the hopper taken on line 5-5 of Fig. 3;

Fig. 6 is a sectional view of the car, showing the cross-bearer in elevation and taken on line 6--6 of Fig. 3;

Fig. '7 is a sectional view of the cross-bearer taken on line 'l'! of Fig. 6;

Fig. 8 is a detail sectional view showing the connection of the ridge sheets to the side stake and sheet and taken on line 83 of Fig. 3;

Fig. 9 is a perspective view of the cross-bearer plate;

Fig. 10 is a perspective view of a modified form of side plate for the center of the car;

Fig. 11 is a perspective view showing the connection between the side sheet, hopper sheet and side sill;

Fig. 12 is a sectional view of one end of the center sill taken on line l2-l2 of Fig. 2;

Fig. 13 is an enlarged sectional view of one end of the car and taken on line l3l3 of Fig. 12;

Fig. 14 is an end elevation of the center sill showing the means for carrying the draft gear;

Fig. 15 is a sectional view taken on line l5--l5 of Fig. 13;

Fig. 16 is a sectional view taken on line Iii-l6 of Fig. 2 and Fig. 17 and showing the means of joining the bolster plate to the center sill and side plate;

Fig. 17 is an elevational view of the car bolster;

Fig. 18 is a sectional view taken on line iii-I8 of Fig. 17 and shows the manner of connecting the side sheets;

Fig. 19 is an enlarged sectional view taken on line l9l 9 of Fig. 17 and showing the bolster connection to the center sill;

Figs. 20, 21 and 22 are sectional views showing details of the bolster construction and are taken on lines ML-20, ll-2i, and 2222, respectively, of Fig. 1'7;

Fig. 23 is a perspective view showing the relation of the bolster lower casting and center sill;

Fig. 24 is a perspective view of the bracing means connecting the bolster plate and center sill;

Fig. 25 is a side elevation of the center sill;

Fig. 26 is a plan view of the center sill shown in Fig. 25;

Fig. 27 is a view showing the bottom of center sill;

Fig. 28 is a perspective view showing the bolster plate applied to the center sill;

Fig. 29 is a perspective view of the side sheet as altered for use at the bolster;

Fig. 30 is anelevational view of the side sill;

Fig. 311s a plan view of the side-sill;

Figs. 32, 33 and 34 are sectional views taken on lines 3232, 33-33 and 34-34, respectively, 01' Fig. 30;

Fig. 35 is a perspective view showing the manner of joining the hopper and side sill;

Fig. 36 is a perspective view of one-half of the car with the top rail removed;

Fig. 37 is a perspective view of the or ridge sheet; v

Fig. 38 is a. perspective view of a modified form of center sill.

the

shed plate Referring now to the drawings it will be seen that the car illustrated is of the maximum capacity type and that the side wall is the main load carrying member. The car in general consists of trucks A supporting the bolsters B, which are connected to the center sill C by suitable bracing means. The side wall D is formed of a number of plates fastened together so as to form the side stakes and this wall is attached to the bolsters, hopper E, slope sheets F and cross ridge construction G to form a rigid load carrying unit.

The various component parts of the car as mentioned above will now be referred to and described in detail with the center sill construction being considered first. The center sill C, as shown by the various cross sectional views and Figs. 25'27 inclusive, is formed of two plates 36 and 38 each having a vertical lower portion, an inwardly inclined intermediate portion 40, and a vertical top flange 42. These flanges may be joined by rivets as shown or be welded to'secure the plates together as well as exclude moisture from the joint. Secured to the inner surface of each center sill plate intermediate the bolsters and at the lower edge portions thereof is a rolled angle bar or if desired a pressed angle plate 44 which is spaced from the sill plate by spacers 46.

This angle member extends only a slight distance beyond the slope sheets although if desired or necessary it is obvious that it may be extended to the bolster filler casting. Angle members 48 are attached to the outside lower edge portion of the sillplate with their flanges directed outwardly and having fastened thereto bolster cover plate 50 and draft gear retaining members 52 as clearly shown in Fig. 21. These angles extend from the end of the sill casting to a point adjacent the slope sheet and overlap the interior angles. Pressed filler members 54 having flanges for attachment to the sill are placed in the central portion of the sill and together with the bolster filler casting and end casting 56 act to brace and stiifen the center sill, thus forming a rigid light weight center sill. As shown in Fig. I2, the end casting is of somewhat usual design having a coupler carrying portion 51 and rearwardly directed flanges 58 for attachment to the sill adjacent to cheek plates 59. Flanges 60 and GI are provided conforming in position to the outline of the sill to which they are suitably secured.

The bolster B, as appears clearly in Figs. 17 and 20 to 24, inclusive, is formed of a lower cast portion 62 of truss formation having an inter rupted lower chord 64. continuous upper chord 66 of T formation, vertical struts 58 conforming to the sill outline, vertical struts Ill over each side bearing, diagonal ties 12 and web plate 14. The lower chord tapers from the center sill outwardly therefrom and conforms in outline to the lower plate 50 to which it is attached, thus completingthe lower chord. The usual body center bearing 16 is supplied below the filler casting 18 which is of standard design with the exception of.

changes in the external contour to adapt it to the improved center sill, but since these changes are obvious a detailed description thereof is believed unnecessary.

Adjacent each end of the bolster casting the top chord has a portion depressed slightly and with the upstanding flange eliminated in order to-accommodate a bar of substantial width that extends between and connects the casting to the. side sill. Mounted upon this bar and top chord is a bolster plate having inclined top flanges 82 to support the slope sheet, end flanges 84 for attachment to the side plates and lower flange 85 for attachment to the casting, bar II- and side sill of the car. The bolster plate is also attached to the casting by means of rivets passing through the plate and upstanding leg of the top chord, and is also attached to the bar 80 by angle 88. The bracing castings are provided in order to brace the bolster plate as well as to form a more rigid connection to the center sill and compensate for the metal removed by the elimination of the upstanding slll flanges at this point. These bracing castings are formed with a flat plate 92 for attachment to the bolster plate, curved .lower flanges 94 for attachment to the center sill intermediate portion and a bracing gusset 9B, the lower portion of which is offset slightly to one side for attachment to the upstanding center slll flanges. A connecting gusset 9O joining the brace 86 and face 92 is also provided and it is seen that an extremely strong center brace of cross formation is formed when the two castings are assembled as clearly shown in Figs. 16-19.

The bolster plate is braced and strengthened immediately over the side bearings by angles I00 having one leg attached to the plate and extending down through the top chord of the casting for attachment to the web ll. e other leg of the angle rests against and ls-fastened to one of the vertical chords of the bolster casting which form the side bearing. An angular or other form plate bracing member I02 is provided which aids in preventing any buckling of the bolster plate on transmitting strains from the side wall to the center or side bearings.

It is thus seen that a strong bolster is formed in which the lower and more complicated portions have been cast, while the upper portion has been formed of rolled plate which for a given weight is much stronger than a casting. This construction also lends itself readily to the use of standard castings for various cars, the differences in design being absorbed by modifications of the pressed plate which may be readily formed to the desired shape or size.

The side sill R. of angular formation extends from end sill to end sill and has its inwardly directed flange I04 fastened to the flange I6 and plate 80 of the bolster, while its upwardly-directed flange I06 is fastened to the bolster flange 84, thus rigidly securing the sill to the bolster. The flange I04 adjacent each hopper has been bent, by rolling or pressing, to the outline shown in Figs. 34 and 35 in which the lower portion of the flange is inclined in conformity with the hopper side sheet to which it is securely fastened. The hopper side sheet is likewise secured to the upwardly directed flange and there is thus provided a triangular shaped sill of great strength at these points. It is obvious that such a construction forms not only an extremely strong sill, but eliminates any pockets or ledges on which the lading could lodge. Attention is also directed to the fact that the sill may be of triangular formation from bolster to bolster in which case an added strip of metal would be necessary, or the lower portions of the side sheets could be pressed inwardly and perform the same function as does the hopper sheet shown.

The hoppers may be formed of a single pressing but in order to conserve metal they have been shown as formed of a floor sheet I08, outer sloping side sheet H0, which is secured to the side fitted between the angle 44 and the bottom part of the center sill as shown in Fig. 5. The upper end of the hopper floor sheet I08 is secured to the center sill by angles H4 and comer forming member IIS and is braced by angle members H8 in the usual manner. A hopper is thus provided in which the inner wall is set inward of the center sill wall and the outer wall slopes at a constant angle whereby all material will be discharged fronrthe car.

The hopper door frame I20 is cast in one piece and provided with angular side and bottom portions conforming to the outline of the hopper and, in order that a rectangular door opening may be provided, it is necessary to provide connecting portions I22 of irregular formation as clearly shown. The top part of the frame is provided with an inclined flange I24 on which is integrally formed the hinge lugs I26, one of which is extended some distance from the flange to.

which it is joined by gusset I28 forming in reality a continuation of the flange.

The cross ridge construction G is formed in the main by three plates, one of which is vertically disposed, with the other two acting as shed plates and inclined toward the hopper frame. The vertically disposed plate I30, Fig. 9, has the central portion notched out to straddle the center sill to which it is attached immediately over a filler 54 by angle member I32. The plate is provided with flanges I34 secured to tie plate I 36, top flange I38 and end flanges I40 secured to one leg of angular member I42, the other leg of which is attached to the vertical plate, all as clearly shown in Figs. 6 and 7. The inclined plates I44 are duplicates of each other so that right and left plates are not necessary and each of these plates is provided with an angularly disposed flange I46 for attachment to plate I30 and flanges I48 for attachment to the side walls of the car. The central portion of the plate is notched and flanged in order to fit over and be fastened to the center sill, while the lower edge is adapted to overlie and be secured to the upper door frame member.

- The corners of the plate I44 are bent or formed in accordance with the side stake contour to be described later.

The ridge construction is braced by means of angular members I50 secured to the vertical plate I80 and provided with outstanding portions to which angles I62 are secured. These angles underlie and are secured to the plates I44 and extend to the door frame gusset I28 to which they are secured. A ridge construction is thus formed which gives exceptional strength while permitting the use of relatively thin plates due to the improved arrangement of parts and the addition of the ridge bracing angles.

The side wall of the car which is the main load carrying member has been formed of a plurality of sheets or plates so fabricated and connected together as to form the wall and side stakes. The wall plates Q54 are all similar and have a cross section as shown in Fig. 11 in which the body of the plate is pressed inwardly slightly at I 88 a distance sufllcient to accommodate the adjoining plate and provide a flush outer surface. The plate has the two securing or riveting portions I88 joined by the U-shaped portion I80 which together may be termed a flanged channel and will thus form with the adjoining plate a box section side stake as clearly shown in Fig. 1. The lower portion I82 of the stake may be part of the plate, but is preferably a'small member welded to the stake and hopper side sheet. The

upper portion of the plate is pressed inwardly at I 84, then upwardly at I66 and these portions are uniplanar with the exception of the portion at the stake which is offset inwardly, being an extension of the inset I 56. Since the flanged channel is intersected by this inwardly and upwardly inclined portion a truncated side stake is formed.

The wall plates at each bolster are identical with the other side wall plates just described except that the lower portion is formed as shown in Fig. 29 in which the U stake is sawed and one leg of the U bent inwardly to provide flange I68 for attachment to the bolster plate which extends to the side wall and takes the place of the metal bent from the stake as shown in Figs. 16 and 17; the bolster plate thus forming a part of the box section stake, as will be apparent. In practice it may be preferable, in order to avoid a double bend of the metal, to eliminate the flange I68 and weld the pressed stake directly to the bolster. The plates at each corner of the car extend inwardly from the bolster to the corner stake in order to provide clearance for the car ladders, and due to their angularity the upper inclined portion gradually vanishes as clearly seen in Fig. 36.

The car as constructed requires a special arrangement at the center of the car as clearly shown in Figs. 1 and 7 and, in order to eliminate two extra sets of dies, a separate stake is used.

The stake I10 is of double angle formation with one flange Joined to the side wall and the other free flange joined to the flange of the angle I42, thus forming a box section stake similar to the integral stake previously described. A modified form of plate for use at the center of the car is shown by Fig. 10 and gives the same construction as just described with the exception that the double angle "I is formed integral with one of the plates.

The lower edge of the side plates is fastened to the lower chord or side sill, while the upper inset edge is fastened to the channel form upper chord or top rail I12 which has one flange secured to the plate flange I 66, while the other flange is spaced outwardly therefrom substantially in the plane of the side. Pressings I14 are provided at each side stake or wherever needed and as shown are simply plates fastened to the sides and top chord with a rigidifying indentation I16 pressed therein, which indentation has one wall resting upon the inclined portion of the side sheet.

A very rigid side wall is thus formed with integral inside stakes of box section well adapted to withstand the strains incident to dumping the car in a cradle as is very frequently done as well as withstanding the normal bulging strains during transit of the car. The inclined upper portion of the side not only strengthens the car for side thrusts, but forms a smooth shedding surface over which the material will readily slide.

The ends I18 are formed of single plates with the upper portion inset in exactly the same way as the side sheets in order to provide ready discharge of material as well as to give maximum lading capacity, and this inclined portion is connected with the edge portions of the plate by inclined triangular shaped portions I80. The end top chord I82 is similar to the side top chord, with the exception it is turned end to end in order to place the long flange of the channel on the outside of the car in order to give maximum strength. Channel shaped brace I is attached to the end plate and end top chord to prevent any bulging tendency of the central portion of the end plate, while the top chords are rigidly tied together by corner bracket I86.

The slope sheets are formed of plates I88, I90 and connecting strip I92. The plates Hi8 have the upper and one side edge flanged in order that the plate may be secured to the end and side plates. Plates I90 are flanged at one edge and this flange is provided with offsets to accommodate the pressed side stakes to which they may be welded if desired. It will be noted that in bending these flanges the plate is not bent at right angles, but on a rather large radius, which does not weaken the plate and aids in the discharge of material from the car.

A modified form of center sill is shown in Fig. 38 and this sill is formed of a single plate I93 having an angular top portion I94 and vertical sides I95 to the lower edge of which is attached angles I98. This sill may be strengthened by means of corrugations or indentations 200 pressed in the plate strengthening the angular top part of the sill.

Although the improvements have been shown and described with reference to a single form,.

it is to be understood that various necessary or desirable modifications may be made without departing from the scope of the invention as defined by the following claims.

What is claimed is:

l. A freight cair having bolsters, side wall plates form-ed with integral channel portions adjacent the bolster ends, additional side wall plates overlapping said channel to form box section side stakes, a part of the lower portion of the stake being omitted and a bolster plate secured to said stake and side wall plates, thereby replacing the portion of the channel omitted and completing the box section stake.

2. A freight car having a bolster plate and a plurality of side sheets, said bolster plate and side sheets being secured together and mutually cooperating to form a box section side stake.

3. A freight car having bolsters, side sheets formed with integral channel portions adjacent the bolster ends, the lower part of the channel being bent back to form a Z section, a bolster plate secured to said 2 in such a manner as to complete the channel and additional sheets overlapping and secured to said channel, thereby forming a continuous box section side stake.

4. A freight car having bolsters, side sheets formed along at least one edge with integral channel and Z bar portions, certain elements of which lie in a single plane, a bolster plate secured to the Z portion and extended therebeyond and additional sheets secured to said first named sheets and to said extended bolster plate to thereby form a continuous box section side stake.

5. A freight car having a bolster, a center sill, side sheets on opposite sides of the car. each sheet being formed with an integral channel portion, a bolster plate secured to the center sill and forming a part of each channel portion, additional side sheets overlapping said channel and secured to said first named sheets and bolster plate, thereby forming box section side stakes rigidly tied to the bolster and center sill.

6. A freight car having a center sill, side sheets so formed and connected as to form box section side stakes at their meeting edges, a composite bolster connecting said center sill and side stakes and formed in part by a metal upper portion, the ends of which form with the side sheets the lower part of said box section stakes, whereby the sides, composite bolster and center sill are rigidly tied together.

'7. A freight car having a center sill, side sheets so formed and connected as to form box section side stakes at their meeting edges, a bolster casting straddling and rigidly secured to the center sill, a bolster plate rigidly secured to said casting and extending therebeyond to form with the side sheets the lower portion of said box section stakes, whereby the side sheets and center sill are rigidly tied together.

8. A freight car having box section side stakes, a center sill, a bolster secured to the center sill and comprising in part, a unitary cast portion straddling the center sill and formed with side bearing portions, a bottom cover plate for the bolster arranged intermediate the side bearing portions, 9. bolster plate extending upwardly from and rigidly secured to said cast portion, and means positioned on either side of the plate to brace and secure the plate 'to the center sill, said plate extending beyond said side bearings and forming a part of said box section side stakes, whereby the sides of the car and center sill are rigidly tied together.

9. A freight car having a floor, a center sill formed with an upstanding top flange, a composite bolster formed of a lower east portion having a continuous top member ofjT formation, lower members secured at their inner ends to the center sill, side bearing members connecting substantially the outer ends of said top and bottom members, a flanged bolster plate attached to said top member and extending thereabove to support the car floor and bracing means on either side of said plate having attachment to said sill flange, top member and plate.

10. A freight car having a floor, side sills, a center sill formed with an upstanding top flange, a composite bolster formed of-a lower cast portion having a continuous top member of T formation, lower members secured at their inner ends to the center sill, side bearing members connecting substantially the outer ends of said top and bottom members, a flanged bolster pl'ate attached to said top member and extending thereabove to support the car floor, bracing means on either side of said plate having attachment to said top member, plate and center sill flange, angle bars connected to the top member and plate, and bottom plate means connecting said top member, angle bars, bolster plate flanges and side sills together.

1l A railway hopper car having a center sill formed of two deformed Z plate members, the upwardly extending flanges of which are connected together, while the downwardly extending flanges are spaced apart to thereby form the sill side walls, flller members spaced at intervals along the lower edge of each side wall, hopper side sheets occupying the space between the fillers,

longitudinally extending angles positioned between the siil walls and means securing said angles, fillers and hopper sheets to the respective sill wall whereby an unobstructed hopper discharge is obtained.

12. A railway hopper car having a center sill formed of two deformed Z plate members, the

' upwardly extending flanges of which are connected together, while the downwardly extending' flanges are spaced apart to thereby form the sill side walls. filler members spaced at intervals leaving the inner part of the sill unobstructed for the reception oi draft gear.

13. A railway hopper car having slope sheets, side walls, an end plate having a flange supporting the slope sheet, said end plate extending between and being secured to the side plates with the major portion lying in substantially a single plane, the upper central portion thereof being deflected inwardly and upwardly, and triangular shaped portions connecting said deflected portion with the major portion. I v

14. In a freight car, bolsters formed of a cast lower portion and a plate metal upper portion, and side wall plates, the bolster upper portions and said side wall plates being secured together and. mutually cooperating to form box section side stakes.

15. In a freight car, bolsters, each including a plate metal member, side wall plates relatively so formed and connected as to provide inside stakes oi box section form for the major portion of their length, the lower portions of said side wall plates and said plate metal member being secured together and mutually cooperating to provide a box section constituting the lower pertions of said stakes.

16. A freight car having box section side stakes, a center sill, a bolster secured to the center sill and comprising in part, a cast portion straddling the center sill and formed with side bearing portions, a plate metal member extending upwardly from the bolster and rigidly secured to the cast portion, and means secured to said plate metal member for bracing connecting said member to the center sill, said plate metal member extending laterally beyond the side bearing portions and forming a said box section side stakes whereby the sides of the car and the center sill are rigidlyl'tied together.

17. A freight car having 'a center sill, side sheets so formed and connected as to provide box section side. stakes extending substantially from the upper to the lower edge portions of said sheets at their connected portions a composite bolster connecting said'center sill and side stakes and formed in part by a plate metal portion section, the end portions of which cooperate with the side sheets to provide the lower portions of said box section stakes whereby the sides of the car, the composite bolster and the center sill are rigidly tied together.

18. In a railway car side wall construction, a top cord, a bottom cord, and a plurality of plates connecting said cords, at least some of the plates being formed with a major portion positioned in substantially a single plane, a minor portion extending inwardly and upwardly therefrom, a flanged channel formed in each of said major and minor portions, said channel having a web substantially parallel to the plane of the major portion and having its flanges oppositely directed and oflset inwardly from said major and minor portions substantially the thickness of the'adjacent plate, and the upper end of said channel web being also oflset inwardly a like amount from said web, said oifset flanges and web being adapted to receive and be secured to the edge of the adjoining plate whereby a smooth outside wall surface is provided reinforced by a truncated side stake of substantially box section.

19. In a railway car side wall construction, a top cord, a bottom cord, and a plurality of plates connecting said cords, at least some of the plates being formed with a'major portion positioned substantially in a single plane, a minor portion extending inwardly and upwardly therefrom and including a vertically extending top edge sub-- stantially parallel to the plane of the major portion but offset inwardly therefrom, a flanged channel formed along one side 'edge of certain 01' said plates and in each of said major and minor portions, said channel having a web substantially parallel to the plane of. the major portion and having its flanges oppositely directed and offset inwardly from said major and minor portions substantiallythe of the adjacent plate. and the upperend of said channel web being also oifset inwardly alike amount from said web, said flanges and web being adapted to receive be secured to the edge of the Joining piste whereby a smooth out-. 

